Tagged: lubricants

Oil Properties / Used Oil Analysis

Critical Condition Monitoring Tests for Compressor Oils

To ensure these oils remain healthy (and not contaminated or degraded), a few basic tests can be performed on all compressors, regardless of type (reciprocating, screw, refrigerant, etc.). These include:

  • Viscosity – this is key as some of the gases can easily affect the viscosity, which (if decreased) will not provide adequate separation for the interacting surfaces and cause wear. Generally, a ±10% limit is used (though OEMs may use different values).
  • Acid Number – if this begins increasing, then we have an accumulation of acids in the oil, which can be because of contamination. For most compressors, a 0.2 mg KOH/g increase is the warning limit, but for refrigeration compressors, the limit is tighter at +0.1 mg KOH/g. Always check with your OEM for these limits.
  • Water content – changes by OEM and refrigerant type, as the different gases will have varied tolerances.
  • Wear metals – these values will vary as per OEM, as well, since they are all designed with different types of metals. Users should look for trends or significant increases in these values to indicate wear.

Some specialty tests for compressors include:

  • MPC (Membrane Patch Colorimetry) – this helps to measure if there is any potential for the oil to form varnish. Given the high temperatures these types of equipment endure and the potential for contamination, the oil is at risk of forming varnish. While limits will vary by OEM, some general guidelines to follow are 0-20 Normal, 20-30 Warning, >30 Action required
  • RULER® (Remaining Useful Life Evaluation Routine) – this quantifies the remaining level of antioxidants in the oil. When oxidation occurs, the antioxidants get depleted. As such, by monitoring antioxidant levels, one can easily determine whether oxidation is happening in the oil. The general rule of thumb is that if the level falls below 25%, there are not enough antioxidants to keep the oil healthy and prevent degradation.
  • Air Release (DIN ISO 9120) – measures the ability of the oil to allow air to escape and not keep the air in the oil. If air bubbles remain in the oil, this can be devastating, as it can lead to micropitting, cavitation, or increased oxidation. Users can trend the values; if they increase, it indicates that the air is taking longer to be released, which means it is staying in the oil and in the system longer.
  • Particle Count – this can identify if there are any contaminants in the system. These oils must be kept clean, and OEMs typically specify target cleanliness levels.

Compressors are critical equipment, and we must understand how they work and the lubricant specifications required. Monitoring their health can also help us avoid unnecessary downtime and keep our facilities running.

References

  1. Mang, T., & Dresel, W. (2007). Lubricants and Lubrication. Weinheim: WILEY-VCH Verlag GmbH & Co. KGaA.
  2. Totten, G. E. (2006). Handbook of Lubrication and Tribology – Volume 1 Application and Maintenance – Second Edition. Boca Raton: CRC Press.
  3. Shell Lubricants. (2025, November 08). The Shell Corena range. Retrieved from Shell Lubricants Compressor Oils: https://www.shell.com/business-customers/lubricants-for-business/products/shell-corena-compressor-oils/_jcr_content/root/main/containersection-0/simple_1354779491/promo_1484925192/links/item0.stream/1759302155345/17be2a9a74057f321bb209128933f68f8b88ca70/s
  4. ExxonMobil. (2025, November 08). Refrigeration Lubricant Selection for Industrial Systems. Retrieved from ExxonMobil Lubricants: https://www.mobil.com/lubricants/-/media/project/wep/mobil/mobil-row-us-1/new-pdf/refrigeration-lubricant-selection-for-industrial-systems.pdf
  5. Chevron Lubricants. (2025, November 08). Optimizing compressor performance and equipment life through best lubrication practices Chevron. Retrieved from Chevron Lubricants: https://www.chevronlubricants.com/content/dam/external/industrial/en_us/sales-material/all-other/Whitepaper_CompressorOils.pdf

Find out more in the full article, "Compressor Oil, Types, Applications and Performance Drivers" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

by
January 7, 2026
Oil Properties

Refrigeration Lubricants

For industrial refrigeration systems, there are a couple of essential pieces of information to consider before selecting the most suitable oil. The user must know the refrigerant in use, the evaporator type (dry or wet; carryover < 15%), the evaporator temperature, the compressor type, and the outlet temperature.

The refrigerant fluids are classified as per the ASHRAE classification (ANSI-ASHRAE Standard 34-2001):

  • R717 — Ammonia
  • R12 — Chlorofluorocarbon (CFC)
  • R22 — Hydrochlorofluorocarbon (HCFC)
  • R600a — Isobutane
  • R744 — Carbon dioxide (CO2)
  • R134a, R404a, R507 — Hydrofluorocarbons (HFC)

It should be noted that CFCs were banned under the Montreal Protocol (1989) due to their Ozone Depletion Potential, and HCFCs are being phased out due to their Global Warming Potential.

Chevron provides some general guidelines for selecting the appropriate refrigerant, as shown in the table below.5

(But you should always follow the guidelines of your OEM when selecting the appropriate lubricant.)

Table 1: Refrigerants and their associated lubricant technologies

ExxonMobil classifies its refrigeration lubricants based on refrigerant type, evaporator temperature, and compressor type (Piston, Screw, or Centrifugal). This is very helpful when determining the best-suited lubricant for your refrigerant compressor.

Check out the pdf here.

 

Find out more in the full article, "Compressor Oil, Types, Applications and Performance Drivers" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

by
January 7, 2026
Oil Properties

Industry Standards for Compressor Oils

Some other classifications which users may see when dealing with compressor oils (even though some of these standards may be dated) include:

ISO 6743-3, which uses the following acronyms for associated compressors:

  • DAA, DAB, DAG to DAJ: Air compressors
  • DVA to DVF: Vacuum pumps
  • DGA to DGE: Gas compressors
  • DRA to DRG: Refrigeration compressors

 

In this standard, the “D” family includes detailed classifications of lubricants used in air, gas, and refrigeration compressors. The second letter usually indicates the type of compressor, and the third letter indicates the application severity or type, especially for gas or refrigeration compressors.

For instance;

DAJ represents:

D -> Compressor Lubricant

A -> Air compressor

J-> Lubricant drain cycles of >4000 hours

DVB represents:

D-> Compressor Lubricant

V->Vacuum pumps, Positive Displacement Vacuum pumps with oil lubricated compression chambers, Reciprocating and rotary drip feed, Rotary oil-flooded (vane and screw)

B-> Low vacuum for aggressive gas (102 to10-1kPa or 103 to 1 mbar)

DGD represents:

D-> Compressor Lubricant

G-> Positive displacement reciprocating and rotary compressors for all gases, Compressors for refrigeration circuits or heat pump circuits, together with air compressors, are excluded.

D-> Gases that react chemically with mineral oil, usually synthetic fluids, HCI, CI2, O2, and oxygen-enriched air at all pressures. CO2 at pressures above 103 kPa (10 bar) with O2- and oxygen-enriched air: mineral oils are prohibited, and very few synthetic fluids are compatible.

DRB represents:

D-> Compressor Lubricant

R-> Compressors, refrigeration systems

B-> Ammonia (NH3), Miscible, Polyalkylene glycol, Commercial and industrial refrigeration, For direct expansion evaporators; PAGs for open compressors and factory-built units.

Another standard which is also used in this industry is DIN 51506, which defines:

  • VB, VC: Uninhibited mineral oils (no oxidation inhibitors)
  • VBL: Mineral oil-based engine oil (additives that protect from corrosion and oxidation and air compressor temperatures up to 140°C)
  • VCL: Mineral oil-based engine oil (additives that protect from corrosion and oxidation and air compressor temperatures up to 160°C)
  • VDL: Inhibited oils with increased aging resistance (additives that protect from corrosion and oxidation and air compressor temperatures up to 220°C, recommended for compressors with 2-stage compression)

One more standard is DIN 52503, which has these classifications:

  • KAA: Not miscible with ammonia
  • KAB: Miscible with ammonia
  • KB: For carbon dioxide (CO2)
  • KC: For partly and fully halogenated fluorinated and chlorinated hydrocarbons (CFC, HCFC)
  • KD: For partly and fully fluorinated hydrocarbons (HFC, FC)
  • KE: For hydrocarbons (e.g., propane, isobutane)

These standards are referenced when discussing certain compressor oils, and their definitions are helpful for navigating acronyms.

Find out more in the full article, "Compressor Oil, Types, Applications and Performance Drivers" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

by
January 7, 2026
Oil Properties

Types of Compressors and Oils

Compressors are integral to many of our operations. They are used to compress gas, increasing its pressure, and to power tools. They can also be used as vacuum pumps or blowers, but each application is different. As such, they require various types of lubrication, particularly for applications that use specific refrigerants and come into contact with the lubricant.

In all these applications, the functions of the oil remain largely the same: it must lubricate the surfaces, prevent wear and corrosion, maintain the required viscosity, and provide proper sealing.

In this article, we will dive into the various types of compressor oils and explain why they are suited to these applications. We will also discuss monitoring the health of these oils and the tests that should be performed to ensure your compressor oils remain healthy.

Types of Compressors

Essentially, there are two main types of compressors: Displacement and Dynamic. For displacement compressors, gas is drawn into a chamber, compressed, and expelled by a reciprocating piston. On the other hand, for dynamic compressors, turbine wheels accelerate a medium, which is then abruptly accelerated.1

Positive displacement compressors include Reciprocating and Rotating compressors. These can be further subdivided as shown in Figure 1. For Dynamic (Turbo) compressors, these are further subdivided into Centrifugal, Axial, and Mixed types (also shown in Figure 1).

Figure 1: Types of compressors
Figure 1: Types of compressors

Depending on the type of compressor, the required lubricant will vary. For example, positive-displacement compressors use rolling or sliding motion and include bearing and sealing components within the compression chamber. On the other hand, dynamic compressors use hydrodynamic journal and thrust bearings, or rolling-element bearings, to support the main shaft, which is isolated from the compression chamber.

Working pressures, temperatures, and the type of gas being compressed also play a significant role in determining the appropriate lubricant.2

As with most applications, there can be a dry-sump or a wet-sump. Wet sumps are typically seen in reciprocating and rotary screw compressors.  In a wet sump, the gas usually contacts the oil, lowering its viscosity. This is where it is essential to note the gas’s solubility in the system oil. Natural gas and other hydrocarbons are more soluble in mineral oils and PAOs than in PAGs and diesters. Thus, PAGs may be preferred in some cases to avoid lubricant failure.

Compressor Oils

Most of the major global lubricant OEMs have classified their oils based on:

  • Rotary vane and screw air compressor oils
  • Reciprocating (piston) air compressor oils
  • Refrigeration compressor oils

As seen below in Figure 2, Shell Lubricants3 has a line of lubricants, particularly for air compressors, which are further classified into mineral oils, PAOs, and PAGs for Rotary vane and screw air compressors or Reciprocating (piston) air compressors.

Figure 2: Shell Lubricants for Air Compressors
Figure 2: Shell Lubricants for Air Compressors

In reciprocating air compressors, cylinder design dictates the lubrication type, as this is the most severe application. Compressing the gas usually results in high temperatures, which can easily lead to oxidation. The compressed gas must be free of contaminants, as contaminants can accelerate oxidation. Typically, for reciprocating air compressors, mineral oils or PAO- or di-ester-based lubricants in the ISO VG 68 to 150 range are preferred.

Rotary vane compressors can experience pressure extremes as the vanes slide to compress the gas, and oil is continuously injected into the compressor chambers. Typically, ISO VG 68-150 oils are used in this application.

Figure 3: Reciprocating Piston vs Screw Compressor Lubricant Needs
Figure 3: Reciprocating Piston vs Screw Compressor Lubricant Needs

For screw compressors, the oil must perform several functions, including lubricating the meshing rotors and the plain and roller bearings that form part of the geared coupling. ISO VG 46 mineral oils are usually used in these compressors, but the viscosity can be increased to ISO VG 68 or to synthetic PAO or PAG lubricants at higher ambient temperatures. Similarly, Group III base oils of these viscosities can be used in this area. Most screw compressor oils contain mild EP/AW performance additives and require an FZG failure load≥10.

Ideally, reciprocating piston compressors will use higher viscosities (ISO VG 100-150) with extremely low carbon residue and no or mild EP/AW additives. Conversely, screw compressors will use lower viscosities (ISO VG 46 or 68) with excellent oxidation stability and mild/high AW/EP additives1, as shown in Figure 3.

Find out more in the full article, "Compressor Oil, Types, Applications and Performance Drivers" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

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January 7, 2026
Oil Properties / Used Oil Analysis

Interpreting the Oil Analysis Report in Practice

Now, we will actually read a report to help put all of these into practice.

Here is a sample report from Eurofins for a turbine oil. In this report, the various types of tests are classified according to wear metals, additives, and contaminants, as shown in Figure 2.

According to the report, samples have been collected over a period of time. This helps with the trending of the data, so we can spot when the values start varying from the “normal levels”. The reference values are also provided in the first column to help users determine whether these values fall within tolerance limits or not.

Figure 2: Sample Turbine Oil Analysis Report

Typically, the lab will provide some type of traffic light system where:

  • Red – indicates there may be an abnormal reading or the oil should be changed immediately, as certain values have surpassed the critical limits.
  • Amber – shows that the values are approaching the warning limits, but there is still some time to investigate and fix the problem.
  • Green – tells us that all values are within the tolerance limits and the oil is performing normally.

For this report, they also include additional tests as shown in Figure 3.

Figure 3: Additional Tests for Turbine Oils
Figure 3: Additional Tests for Turbine Oils

For turbine oils, understanding the demulsibility of the oil is important, as this is the oil’s ability to separate from water, or rather, not to form an emulsion. Excessive water in the oil can lead to rust or even a washout of the additives.

The Foam test is also administered to detect the oil’s ability to release air from the oil, ensuring that the air doesn’t get trapped. If air is trapped, it can lead to microdieseling and cavitation on the inside of the equipment.

RPVOT – Rotating Pressure Vessel Oxidation test is also performed, as it indicates the expected oxidation of the oil. MPC (Membrane Patch Colorimetry) and Ultracentrifuge detect the potential of the oil to form varnish, and the RULER® values give the actual quantity of antioxidants present.  These values are all critical for monitoring the health of the turbine oil, as it is very susceptible to oxidation and the formation of varnish.

In essence, reading the oil analysis report involves understanding what the tests are meant to measure, knowing your equipment and its operating conditions, and having a history of your equipment.  These factors all contribute to trending the data to ensure that there are no surprises with unplanned downtime due to wear or oil degradation.

References

Eurofins. (2025, September 06). Annual Turbine Analysis. Retrieved from Eurofins Testoil: https://testoil.com/services/turbine-oil-analysis/annual-turbine-analysis/

Find out more in the full article, "How to Read Oil Analysis Reports and translate Data into Reliability" featured in Reliable Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

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November 15, 2025
Oil Properties / Used Oil Analysis

How to Interpret Your Oil Analysis Results

Have you ever received your bloodwork results from your doctor, only to be more confused than ever? With all the long names and numbers just sitting on the piece of paper, Google (or ChatGPT) becomes your best friend to help interpret what they mean. However, even with these tools of reason, there is usually a disclaimer that states, “Please consult your doctor for a more accurate interpretation”.

Numbers alone don’t tell the whole story – context is what makes oil analysis meaningful.

One of the reasons for constantly looping your doctor back into the mix is that they have your history, they know how your body responds to certain things, and values which may get flagged because they are outside of the limits may be waived away by your doctor because it is normal for your body based on your history and DNA.

The same applies to oil analysis. Depending on the application and operating environment, certain conditions may be met that can be interpreted as unusual. Still, if you’re familiar with your system, you will understand the reason behind the numbers.

Figure 1: DIN 515519 table showing viscosity limits
Figure 1: DIN 515519 table showing viscosity limits

Viscosity

As mentioned earlier, viscosity is the most important characteristic of a lubricant. If it is too thick for the application, this can lead to efficiency loss, increased heating, and a slowdown of the system. Essentially, a significant amount of work needs to be done on the oil to make it compatible with the application.

On the other hand, if it is too thin, then we run the risk of improper lubrication. Therefore, we increase the chances of wear occurring in the applications.

Viscosity is usually measured at either 40°C (for industrial applications) or 100°C (for engine applications). However, most labs put a ±5% tolerance limit for many oils. But why use such a random figure? The DIN 51519 table is used to determine ISO viscosity, with each value within a 10% range, as shown in Figure 1.

When you see an ISO VG 100 oil, the chances are that the actual viscosity of that oil varies between 90-110cSt. Therefore, if we start seeing our results vary by around 5% or trend towards the outer limits of any viscosity class, we know that something is going on with our oil.

Presence of Wear Metals

Wear metals prove that some type of wear is occurring. However, depending on their quantity, they can also provide some more insights into what is actually wearing away and whether it is normal wear or abnormal wear. Wear is reported in parts per million (ppm) or as a percentage. Here’s how to convert those percentages to ppm:

100% = 1,000,000ppm

1% = 10,000ppm

0.1% = 1,000ppm

The most common wear metals tested include Aluminum, Iron, Chromium, Copper, Lead, and Tin. Depending on the application, there are varying levels at which these will be flagged.

Table 1 provides an example of various applications and their respective limitations. These will vary based on your OEM and environment, but can be used as a general guideline. All numbers in Table 1 are in ppm.

Table 1: Wear metal limits for various applications
Table 1: Wear metal limits for various applications

AN/BN and the Presence of Contaminants

Contaminants are any foreign material in the system. Sometimes, lab tests may not be able to detect contaminants in a system because they are not specifically designed to identify that particular contaminant.

In these cases, users would need to specify what additional contaminants the lab should look for, or perform a broader FTIR (Fourier Transform Infrared) analysis to identify all the components in the oil and then determine which of them are contaminants.

The most common contaminants tested include Silicon, Water, and Fuel. Although AN/BN (Acid Number and Base Number) may not be considered a contaminant, it helps quantify the acid in your system, which shouldn’t be there; therefore, in some ways, it can be viewed as a contaminant. However, it is primarily a physical property and is listed separately.

Acid and base numbers act like an early warning system for oil health.

Table 2: Tolerance limits for some contaminants
Table 2: Tolerance limits for some contaminants

For diesel engines, BN is measured as having high base numbers, which will decline over time as acids accumulate. If the BN value declines to around 50% of its original value, then we have an issue with the acids increasing too quickly in the oils. On the other hand, AN is used for all other industrial oils (gears, hydraulics, etc.). There are varying limits for AN depending on the application, as shown in Table 2.

Silicon usually indicates the presence of sand, which is highly abrasive. This can accelerate wear in any equipment by essentially turning the oil into sandpaper and wearing away the insides of the equipment. Some of its limits are shown in Table 2.

Water in any form is highly destructive to all assets. However, some systems can tolerate a bit more water than others. This can be due to the nature of the oils (good demulsibility) or the nature of the systems, where heat is involved to help remove the water. Water in the system can lead to an increase in viscosity and disrupt the oil layer.

As such, the lubricant will not be able to form a full film to protect the asset. Water can also create an emulsion in the oil or lead to corrosivity issues. Table 2 gives some examples of limits for various systems.

Fuel contamination is an issue for most diesel engines. The presence of fuel in your oil can lead to a lower viscosity (hence the oil can no longer protect the components) and an increase in the flash/fire point of the oil, which can be particularly dangerous. We have some limits noted in Table 2.

 

Presence of Additives

It is more challenging to place these tests in a one-size-fits-all table, as oil formulations are consistently changing. The best way to interpret these additives would be to compare them against the initial values for the finished lubricant.

For your oil analysis program, always have a representative sample of the new oil so that comparisons can be made against it as the oil ages in the system. Additionally, the presence of additives in your report when they shouldn’t be there is also a sign of contamination, likely with another type of oil.

Find out more in the full article, "How to Read Oil Analysis Reports and translate Data into Reliability" featured in Reliable Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

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November 15, 2025
Oil Properties / Used Oil Analysis

Why Different Oils Require Different Tests

Oil analysis reports often wear an invisible cloak, and only if we have a wizard capable of revealing what the numbers mean, they will more than likely end up in a drawer or file on the computer. There are many similarities between oil analysis and blood tests, as they both serve similar functions.

They both test fluids, quantify the results according to different categories, and provide envelope limits within which these values should exist. If the values fall outside these limits (either below or above), we need to take action to prevent failure of the critical asset (or human organ accordingly).

An oil analysis report is less about numbers and more about the story they reveal.

In this article, we will focus on understanding the basics of reading an oil analysis report, interpreting the results, and developing action items based on the information collected. We will take a closer look at reports on turbines (rotating equipment), gear, hydraulics, and engine oils, and what this all really means for your equipment.

Why Different Oils Require Different Tests

Before we dive into the report, we need to establish that not all oils are the same! As such, different oils are required for various types of applications. Therefore, each type of oil will require slightly different tests to determine whether it is performing optimally or not. However, there are a few tests that remain the same for all oils.

The most critical characteristic of an oil is its viscosity. As such, all oils are typically tested to determine whether their viscosity meets the requirements. Another function of the oil is to prevent wear. Thus, most oils are tested for the presence of wear particles, as this can help the user identify if any wear is occurring in the asset.

Oils should be kept clean; therefore, tests are performed to determine the presence of any contaminants, and these are carried out on most oils. Similarly, additives help oils perform their functions; hence, their presence or absence should be quantified to determine if they are indeed achieving their functions for all oils.

Tests for viscosity, the presence of wear metals, contaminants, and additives are the standard sets of tests that should be performed on any oil. There are more detailed tests that examine the specifics of various types of applications, but we will delve into these later in the article.

Find out more in the full article, "How to Read Oil Analysis Reports and translate Data into Reliability" featured in Reliable Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

by
November 15, 2025
Automotive / Oil Properties / Strategic Tips

What are the Effects of Using the Wrong Engine Oil?

Sometimes, the wrong engine oil is used. Whether it’s an issue of the unavailability of the correct stock or trying to standardize across the fleet without consulting the manufacturer’s recommendations, numerous issues can arise when the wrong engine oil is used.

Engine Sludge Build-Up

One of the most common side effects of using the wrong oil is a build-up of engine sludge. If we recheck the API standards, oils were designed to reduce sludge formation. When the incorrect oil is used, it cannot adequately compensate for the engine’s conditions, simply because it wasn’t designed for that purpose.

This can also occur when oil is used with an incorrect viscosity or with the wrong fuel (specifically, the concentration of sulphur for diesel engines).

Increased Friction and Wear

Earlier, we discussed how OEMs typically recommend several different types of viscosity for engines, depending on the specific conditions. However, if a viscosity is used that is too low to provide the correct amount of support and separation between the two surfaces, then increased friction and wear can result, damaging the engine’s internals.

Poor Performance and Efficiency

With the incorrect engine oil, the engine will not perform at its expected efficiency. This will directly impact its overall performance. If the viscosity exceeds the recommended value, the engine must work harder to achieve the same results, resulting in poor performance and decreased efficiency. Similarly, if the viscosity is lower than the recommended value, increased friction will result, leading to higher heat and reduced engine efficiency.

Damage to Engine Components

As stated above, a viscosity that is either higher or lower than the recommended value can damage the equipment’s internal components. Similarly, if an incorrectly specified product is used, it may not withstand the engine’s regular environmental conditions and can break down prematurely, damaging its components.

Potential for Engine Failure

Using the incorrect oil, the engine’s components will not receive the necessary protection, whether it’s due to the incorrect viscosity or the wrong mix of additives. This can lead to premature oil degradation, which in turn may result in engine failure. The correct oil will be able to protect against these harmful conditions and keep the engine from failing due to lubricant-related issues.

 

Find out more in the full article, "Engine oil types and how to choose the right one" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

by
April 13, 2025
Automotive / Oil Properties / Strategic Tips

How important is it to regularly change your engine oil?

Some oil manufacturers claim that their oil, when added to your engine, will remain “golden” in color and not turn dark. Every engine produces soot /carbon as a byproduct, so if the oil does not change color, it means that the soot/carbon is likely remaining stuck on the insides of your engine, which can lead to engine failure.

In these cases, the oil, especially motor oil, contains detergent and dispersant additives that keep the soot or carbon suspended in the oil. This ensures that these deposits do not adhere to the engine’s internal components, causing clogging of smaller clearances and damaging the engine. Hence, an oil change removes these accumulated deposits. There are several other advantages to changing oil regularly for these engines.

Preventing Engine Wear and Tear

Motor oils are formulated with around 30% additives. These additives can perform various functions, including protecting the internal components from wear. However, over time, they become depleted and should be replenished. Changing your oil regularly can help with that. With an oil change, there is a replenishment of additives that protect the equipment.

Maintaining Proper Engine Functioning

Over time, the viscosity of the oil in engines will decrease due to the conditions that exist within the engine. There will come a time when it reaches the end of its life and will no longer be able to protect the engine. At this point, the crosshatch on the cylinder walls can begin to experience some polishing, as the oil can no longer provide the necessary protection. By changing the oil on time or regularly, this can be avoided, and the engine can maintain its proper functioning.

Avoiding Costly Repairs

When the oil starts to degrade, it loses all its protective elements, and wear can start to occur. With frequent oil changes, this can be avoided as new oil will be able to protect the engine and its components to the best of its ability. This way, increased wear can be minimized, and costly repairs can be avoided.

Following Manufacturer Recommendations

Manufacturers typically recommend oil changes every 5,000 to 7,000 kilometers for passenger cars; however, this interval can vary depending on driving habits, environmental conditions, and even the type of fuel used. Oils are designed to protect the engine, and when they reach the end of their life, they can no longer fully perform this function. By changing the oil regularly (or, in some cases, as recommended by the manufacturer), the engine’s lifespan can be extended.

Monitoring Oil Levels and Quality

In some passenger cars, engine manufacturers specify that there is a loss of oil over time. One manufacturer, Audi specifies that owners should top up 0.5 liters of oil every 1000km. As one can imagine, if there is no top-up or oil replenishment, the oil levels can fall below the minimum value, causing damage to the engine.

Hence, it is essential to follow your manufacturer’s recommendations for topping up your engine to prevent damage. These top-ups also serve to replenish some of the used additives, providing additional protection for your engine.

Find out more in the full article, "Engine oil types and how to choose the right one" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

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April 13, 2025
Automotive / Oil Properties / Strategic Tips

Why are there Different Engine Oil Change Intervals?

At the beginning of this article, we reiterated that there are more than 5000 models of engines that exist. Every engine was built to different specifications, but they all provide the user with the ability to move the vehicle. With different manufacturers, there will also be varying oil specifications for each model, including the recommended oil change intervals. Let’s look at some of those.

Factors Affecting Oil Change Frequency

Lubricants are designed for certain conditions; however, if those conditions are exceeded, then the lubricant can degrade at a faster rate. For instance, if the driver frequently starts and stops or experiences prolonged periods of idling, these patterns can stress the oil more quickly, causing it to degrade.

If the fuel quality is not as expected, it may also contribute to the oil degrading more quickly. In such cases, users may opt for shorter oil change intervals to ensure their engine remains protected.

Another factor affecting the frequency of oil changes is the quality of the oil used. Typically, synthetic oils may have longer oil change intervals than mineral oils. However, there are some cases where the manufacturers advise the same interval length, whether mineral or synthetic.

Using Oil Analysis to Determine Engine Oil Life

There are instances where the oil drain interval can be extended beyond the manufacturer’s recommended interval. However, this must be done with guidance from a lab while utilizing oil analysis. Typically, some applications do not utilize the additives in the oil as quickly and may not require the regular oil change interval; instead, the oil remains healthy by the time it’s supposed to be discarded.

This can be considered a waste of resources. With oil analysis, one can monitor the health of the oil and determine if it is nearing the end of its useful life, allowing for informed decisions on whether to change it or not.

The Debate over Extended Oil Change Intervals

There will always be a debate over whether it is wise to extend the oil change intervals for equipment, as it goes against the manufacturer’s recommendations (or, in some cases, this could void the warranty). However, just as with blood testing (or condition monitoring for oil), close monitoring allows us to justify the outcomes of extending the intervals.

Some of the benefits of extending the intervals include reduced manpower, allowing staff to perform other critical duties, a reduction in oil consumption and its disposal, as well as reduced downtime for maintenance. One can also include the reduction of safety risk depending on the application. These all add up in the end, and the benefits of safely extending the intervals may outweigh remaining at the recommended intervals.

 

Find out more in the full article, "Engine oil types and how to choose the right one" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd. 

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April 13, 2025